Internal combustion engine



Aug. 2, 1932. A. PIEROTTI INTERNAL COMBUSTION ENGINE 3 Sheets-Sheet l4 Filed Jan. 15. 1950 INVENTOR ANGELO Psmo'rrl,

ATTORNEY Aug. 2, 1932.. A plERoT- 1,870,139

INTERNAL C OMBUSTION ENGINE ANGELO P1ERoTT|,

BY @M7/WQ@ ATTORNEY Aug, 2, 193-2 PIERO-FT, 1,870,139

INTERNAL OOMBUSTION ENGINE Filed Jan. 15, 1950 .3 Sheets-Sheet 3 INVENTOR ANGELO Peer-10TH 3 9 l Y y 0 3a, BY 3.5' '1 3.9 KM 26 n 37 40 y ATTORNEY Patented Aug. 2, 1932 PATENT OFFICE ANGEL() PIEROTTI, OF PERTH, WESTERN AUSTRALIA, AUSTRALIA INTERNAL COMBUSTION ENGINE Application filed January 15, 1936, Serial No.

r1`he object of this invention is to generally improve internal combustion engines of the two cycle type. According to the said invention the inlet and outlet ports are operated by a sleeve valve and the explosive fuel may be supercharged. The engine as a whole may be made with one or a plurality of cylinders and therein operative members.

One important feature of the invention resides in a slidable sleeve valve for controlling the inlet and outlet ports, said sleeve being positioned and operating between the piston and the inner wall of the cylinder; the invention also comprises means for working the said sleeve valve. A further feature of the invention resides in dividing the sumph into two portions, the inner of which acts as the crank-case of the engine in which the explosive fuel is received and compressed prior to being fed `to the cylinder, the latter being secured by bolts and anges to the said crankcase. A further feature of the invention resides in the use of a coiled pipe positioned within the outer sumph and communicating with the inner sumph, for the purposes herein described. A further feature of theinvention consists in the means employed for supplying compressed air to the cylinder for the expulsion of the spent gases and also to supercharge the explosive fuel within the cylinder. These and other features will' be described with reference to one cylinder and related members andv with the aid of the accompanying drawings, wherein Fig. 1 is a side sectional elevation thereof with the therein operative members, the crank-shaft and coiled pipe within the outer sumph being omitted and the latter shown broken.

2 is an end sectional elevation of Fig. 1; the piston, connecting rod and sleeve valve and related members being omitted.

Fig. 3 is a side sectional elevation taken on line 3 8 of Fig. 2.

Fig. 4 is an end sectional elevation of the oil pump.

Fig. 5 is a detail sectional plan View of the auxiliary chamber of the oil pump.

Fig. 6 is a side view of the water pump, the cover being removed.

420,919, and in Australia February 25, 1929.

Fig. 7 is a sectional view on the line 7 7, Fig., 1.

Fig. 8 is a sectional view on the line 8 8, Fig. 7.

In Figs. 1, 2 and 3, certain members are omitted for the sake of clearness, but same are shown in the companion views.

Referring to said drawings I employ a cylinder 10 provided with a water jacket 11. Said cylinder also has upper and lower peripheral ports, the former of which as 12, being for the exhaust of the spent gases, while the latter are divided into two sections, one of which, 13, is for the induction of the explosive fuel, and the other 14, is for the induction of compressed air into the cylinder.

Within the cylinder 10 operates a sleeve valve 15, which in conjunction with the sealing ring in the cylinder head, hereinafter referred to, controls said exhaust ports 12, and also in conjunction with the piston 16 controls the inlet ports 13 14, of the cylinder. The sleeve valve 15 has ports 17, 18 and 19, which are adapted during the reciprocation of the sleeve valve 15, to register, respectively, with the ports 12, 13 and 14 vof the cylinder. An exhaust pipe 20 is connected to the exhaust ports 12 of the cylinder.

The said exhaust ports are opened by the sleeve valve prior to the arrival of the piston at the lower end of its stroke and are closed after the beginningof the return or upward stroke. The two lower sections of peripheral ports 13 14 are separated by webs 21, which prevent the air from commingling with the fuel prior to entering the cylinder.

The ports 14 communicate through pipe or passage 22 with a casing 23 in whichis housed a fan 24, to be hereinafter referred to, for supplying compressed air to the cylinder 10. The companion ports 13 communicate by passage 25 with the crank-case 26 of the engine wherein the fuel is received prior to being fed to the cylinder. The fuel is drawn into said crank-case 26 through pipe 27 by the piston when the latter is moving upwardly and is then compressed in said crank-case by said piston when moving on the downward stroke. The pipe 27 is controlled by flap li U valve 28 and to said pipe is secured the carburettor (not shown).

Then the head of the piston passes ,the inlet ports 13-14 in the cylinder, the ports 18-19 in the sleeve valve 15 register therewith and allow the fuel from the crank-case 26 and air from the fan 24 to flow into the cylinder. The sleeve valve 15 travels in the same direction as the piston 16. The cylinder 10 is fitted with a removable head :29 which is of an inwardly curved or-cambered shape in order to provide means for the total expulsion of the spent gases, said head being also provided with a water jacket 30. lVithin the cylinder head is fitted a sealing ring 31 which makes tight fitting contact against the sleeve valve 15. This ring 31 is maintained in tight position by one or more inset resilient rings 32 which are recessed within the cylinder head and positioned intermediate the same and the outer sealing ring- 31. Said inner ring 32 acts as an interlocking agent for the outer sealing ring. The purpose of said sealing ring is to retain compression within the cylinder 10.

The ports 19 of the sleeve valve 15 which communicate with the fan passage 22 are made wider than the ports 18 which communicate with the crank-case 26, lbut the lower edges of all of said ports 18-19 are on the same level. The purpose of making said ports 19 wider is in order that saine will open prior to said ports 18 and close later. After the explosion takes place in the cylinder, the air ports 14--19 open and allow a body .of air to befed into the cylinder and force the exhaust gases up to and through the exhaust ports 1217- The fuel ports 13-18 now open and allow the fuel to ow from the crank case through passage 25 and enter cylinder 10, together with eXtra air, and as said fuel is beneath the initial body of air same facilitates the 'How of the exhaust gases through said outlet ports 12-17. During the upward travel of the piston 16 and the sleeve valve 15, the fuel ports 13-18 close prior to the ports 14C-19 thus allowing a further body of air to be forced into the cylinder and therein produce supercharged fuel. The ports 18-19 in the sleeve valve are preferably all made of equal size when the supercharged fuel is not required. The connecting rod 33, which has one end connected in usual manner to the crank-shaft 3a and its opposite end connected to the piston 16 by gudgeon pin 35, may be of an internalw ly hollow formation for lubrication purposes.

At an approved position on the connecting rod 33, a pin 36 pivotally mounts an outwardly extending linger 37 which slidably works within a guide 38 having an integral rib 39 fitting into a corresponding groove 40 in said finger 37. A pair of bosses 11 and l2 are formed integrally with the guide 38 and are spaced apart longitudinally of said guide and pivot pins 113 and lr/l extend, respectively7 through said bosses. One of said pins, 43, is held in the crankcase 26 (or cylinder block) and acts as the centre or fulcrum for the guide member. To the companion pivot pin La a connecting link 45 is hinged, which by pin 46 is pivotally attached to a boss 117 made integral with the lower end of the sleeve valve 15. The movement of the piston and attached connecting rod, through the guide members slidably operates the sleeve valve 15. The pivot pins are locked within their respective bosses with spring washers fitting in grooves formed therefor in said members.

\Vhen the piston 16 is at the end of its instroke, the guide or arm 38 extends upwardly from its pivot 413, said guide or arm and the link 1-5 are substantially parallelto one another, and the greater part of the length of the linger 37 is withdrawn from the guide or arm 38 and extends upwardly from the lat ter. Owing to these positions of the parts, the pivot 36 will, during the first or longer phase of the outward stroke of the piston,

move longitudinally of the guide or arm 38 and the valve 15 will remain substantially stationary. During the remaining phase of the outstroke of the piston, the p'vot 36 will move angularly of the guide or arm 38 with the result that the valve 15 will be moved outwardly only during the final phase of such stroke. rllhis outer or downward movement of the valve 15 brings the ports 1T, 18 and 19 of the valve into alignment, respectivelv with the exhaust ports 12 the fuel inlet port 13 and the air inlet port 1l of the cylinder. During this phase of the out stroke of the piston the ports 17 of the valve are brought into alignment with the ports 12 of the cylinder before the piston passes beyond the ports 13 and 14:, and the ports 18 and 19 of the valve are brought into a Y ment with the ports 13 and 111, respectiiely. after the piston passes beyond the lafh e ports.

7 hen the piston 16 is at the end of its outstroke, the arm 38 and the link 45 are at substantially a right angle to one another with the arm extending slightly downward from its pivot 43 and with substantially the whole length of the linger 37 within the guide or arm. The pivot 36 will therefore move angularly with relation to the guide or arm 38 during the first and shorter phase of the instroke of the piston 16 to move the valve 15 inwardly to close the ports 12, 13 and 1l. During this phase of the insti-oke of the pis* ton the ports 12 are closed before the piston passes inwardly beyond the ports 13 and 1l, and the latter ports are closed after the piston passes inwardly beyond the same. The pivot 36 will move longitudinally of the guide or arm 38 during the remaining phase of the instroke of the piston. During such remaining phase ofthe instroke of the piston Cil the valve l5 will remain substantially stationary.

The sumph is divided into two sections 26-48, one of which as 26 being inside the companion 48. Said inner sumph constitutes the crank-case of the engine. In the bottom of said crank-case 26 is a port 49 to which is attached a coiled pipe which is housed within the outer sumph 48. One purpose of said pipe 50 is to drain the oil from the crankcase to the outer sumph; and the oil in the said pipe serves to retain compression within the crank-case. A further purpose of the said coiled pipe 50 is to prevent s the oil in the outer sumph from entering the crank-case. N ear to the bottom of the outer sumph 48 is secured a iiange 5l to which is connected a pipe 52 for conveying oil therefrom to the oil pump. This pump comprises a pair of pinion wheels 53*54 housed within a casing 55 and communicating with an auxiliary chamber 56 to which is fitted the respective pipes for conveying oil under pressure to the various parts of the engine. One

of these pinions as 53 is freely held on a short spindle 57. he companion pinion 54 is keyed on a shaft 58 positioned transverse to the main engine crank-shaft 34 and receives motion from the latter through toothed whe-els 59--60 keyed, respectively, on the said shafts 58--34- The toothed wheel 60 on the crank-shaft is held thereon by set screw 62.

A pipe leads from the auxiliary chamber 56 of the oil pump to the oil gauge or the latter may be connected directly thereon. One of the above mentioned feed pipes 63 conveys oil from the auxiliary chamber 56 to the main bearings of the crank-shaft 34 at a i low position thereon, whereupon said oil is conveyed to the crank end of the connecting rod 33 through diagonal passage 64 in the crankshaft 34. Another pipe as 65 leads oil from said auxiliary chamber 56 to a position for lubricating the sleeve valve 15 which latter is formed with oil grooves 66. Another pipe 67 leads oil from said chamber 56 for the lubrication of the guide 38 and operative members of the sleeve l5, the latter having openings 15a for lubricating the piston 16. In the connecting member of the oil pipe from the pump to the auxiliary chamber 56 or within the latter is held a metal ball 68 conn trolled by spring 69 which prevents the return of oil from said chamber to the pump and crank-case. In some cases I may dispense with the said spring controlled ball. A pipe 7 O leads oil from the chamber 56 to a position for lubricating the toothed wheels 59-60 for driving the transverse shaft 58 and also the sprocket and chain hereinafter referred to for driving the fan 24. To the front portion of the outer sumph 48 is fitted a chamber 71 in which the excess oil from the front portion of the engine drains, same being then led to said outer sumph by pipe 72. Near to the rear of the said outer sumph 48 is fitted a chamber 7 371nto which the excess oil from the rear members of the engine drains, same being led therefrom by pipe 74 to the said outer sumph 48. These respective pipes 72-74 also prevent the escape of oil from said outer sumph 48.

Between the oil and water pumps and on the transverse shaft 58 is formed a screw thread 75 communicating through passage 76 with the crank-case 26, the purpose of which is to convey the excess oil to said crankcase from the adjacent bearings.

At an upper position on the front of the engine is bolted a casing 23 in which a spindle 28 is mounted on ball bearings 77. Said spindle has keyed or otherwise secured thereon a fan 24, which through passage 22 supplies compressed air to the cylinder l0 as above set forth. On the spindle 78 is keyed a sprocket wheel 79 receiving motion through a chain 80 from a like wheel 81 on the aforesaid transverse shaft 58.

To the outer end of the latter shaft is fitted a water pump which comprises a 'fan bladeddevice 82 within a casing 83, said casing being provided with inlet and outlet ports 84-85 respectively. This pump circulates water from the radiator through the water jackets of the engine and from thence back to the radiator.

On one end of the crank-shaft 34 is secured a flywheel 86 having on its periphery teeth 87 which mesh with a pinion of the self-starter (not shown). Nhen a plurality of cylinders are employed, each of the exhaust ports thereof communicate with a common passage to enable or ensure a quick and thorough expulsion of the spent gases, or if desired a single exhaust pipe attachable to each cylinder may be employed.

Further, in the case of a plurality of cylinders being employed, each of same is made with a separate inner sumph or crankcase as 26 so as to prevent the fuel from one of same entering a companion cylinder, while around said inner sumphs or crank-cases, is one common outer sumph 48.

What I claim as my invention and desire to secure by Letters Patent, is

In a two-cycle internal combustion engine including a cylinder having exhaust and intake ports, a sleeve valve having ports to align, respectively, with said cylinder ports 1- and movable longitudinally of the cylinder into port closing or into port uncovering positions, a piston working in said cylinder, a crank shaft, and a connecting rod between the piston and crank shaft; means operative by the movement of the piston to move the valve outwardly of said cylinder during the final phase of the outstroke of the piston for opening said exhaust intake ports and to move the valve inwardly of said cylinder during the nitial phase of the instroke of the piston to close said exhaust and intake ports,said means comprising an arm having one of its ends mounted to rock on a fixed point, a link connected at one of its ends to the valve and at its other end to said arm between the ends of the latter, and a member mounted directly 0n said arm for sliding movement lengthwise of the latter and having one end pivotally connected to said connecting rod between the ends of the latter.

In witness whereof I have hereunto set my hand.

ANGELO PIEROTTI. 

